Rerailing frog



1954 J. T. HBRUNNER 2,697,404

RERAILING FROG Filed March 5. 1952 A 3 Sheets-Sheet 2 Dec. 21, 1954 J. T. BRUNNER RERAILING FROG 3 Sheets-Sheet 3 Filed March 5. 1952 I INVENTOR Jaw TEAM/me BY QQL RERAILING. FROG J 01m- 1. Brunner, Memphis, Tenn.

Application :March 5, 1952; Serial No; 274,893

3 Claims. (Cl..10.4e-265) This invention relates. to devices known v as rerailing:

car'trucks are'successively pushed orpulled upward and,

toward the :rails, raising the wheel between the rails above and shifting the wheel tread'over to'ride on therail, and concurrently raising and shifting the wheel outside the rails: to ride over and drop its tread on the rail.

Rerailingof present day equipment involvesihand-ling: of loads of the nature of hundreds'of thousands of pounds States Patent() and indie case/of diesel engines, involves'equipment which is of "such extremely limited vertical clearance and 1s, rela-. tively to' its'weight so fragileon the undersidethatany;

drop during replacement may result in extensive-:andfex-i pensive damage.

The objects of the invention are to provide:dev-ices;of: the class'described which:

Interlock with the rails against lateraldisplacement and; I

are resistant'to longitudinal displacement under load;

Raise the load a minimum amountvdurlng rerailmg action;

Substantially prevent any disengagement and-abrupt.

drop of a wheel once engaged;

Are adapted for rerailment approach of the wheels fromeither direction along the track;

Are adapted for engagement by the wheels at varying distances from the rails; and

Allow wheels which areon the track rails-to pass without derailment, and resist such'derailment.

The means by which the foregoing and other objects areaccomplished and the method of their accomplishment willreadily be understood from the followingspecification on reference to the accompanying drawings in':which:

Fig. 1 is a plan view of the rerailer placed for use.

Figs. land 3 are respectively larger scale cross sectional elevational views on the lines II-H- and III--III of -,Fig..- 1, a

of. the rail engaging portions. of theouter and inner partsy of the rerailer.

Figs. 4 and 5 are-respectively similar scale crosssec-x tional elevational views of th'esame partstakenonthelines IVIV and VV of Fig. 1.

Figs. 6 and 7-arerespectively cross-sectional-'elevational views taken on the lines VIVI and VII-VII.of-Fig. 1.

Figs. 8 and 9 are longitudinal sectional elevations of the.

outer and inner rerailers respectively, taken on the. lines VIIIVHI and -iX-IX of Figs. 1 and 2 and Figs. land 3.

Referring now to the-drawings in which:thevariousw parts are designated by. numerals,.the numerals 2 2, designate the two track railsand 24 thettlest The. railss.

guiding and shiftinggbody sections designatedrespectively by;the:-numerals:34-zand36: whichf1also:designateithe units: generally-,1 approach;sections-:38;:40; .whichlraise therwheelsz to the level of the body sections, andtvertical hingespinsa.

42s.and-44 through which the: approach sectionstzarezconnected to'theirtrespective-:b'ody sections: 7

Thezbody 'seetionsc34'rand 3fiaare teach preferably rsyme: metrrcalzabout atransverseplane andzof length to overlietwo ties of the traclc'and b'ez-inxpart supported thereby, andi.- respectively have hinge pin holes 469.48:andhingezpinr.

holesi50, 52in theirzopposite'endiportions:

The'zapproach. sections 38s'and: 40u-are wedgershapedin: a longitudinal rsection, .with bases- 38A,. 40A respectively: adaptediitozlieron andibe;supported:by:theties :and tops: 38B, 40B. divergin'giupward fromxthexbases.towarditheirr.

pin'connected ends:

The deeper: end:of..the;zapproaclissectiont138, thaslongi-l tudinallyextending-portions=38Cwhich arezprovidedwith holes'54 and are adapted totengage in under-and :overlying" relation with :onenor the otherz of the. end portions: of the; body section 34, dependingron :rerailing conditions; to be; met, with the'holes 54 in alig'mnent;with the:holesi46 ,tor:; the-,holes'48, inethe bodyssection 3.4 and are ;hingedly secured tothe-body sectiomain: either: case; by thexhingea" pin42;

The deeper endof the approach-sectiomfi has similarly:

extending: end :portions 40C and similar:holes56',tin theseend portions," andrthesezend portions=arer similarly engaged in'underand overlyingrelation with'thetcorresponding end portion "of the bodysectionfi; and hingedly secured there-.-

It .will be understood'that'the pins are readily removablerxz and that by th'enaremoval, antiEshift of the-:approachsec--" tions to 'the: oppositesends-"ofithe'body: sections as "shown in-Figrl; bythe dotted-outlines 38X; 40Xtthedevice'may' be readied-for use inzreplacing; wheel-axle units which 1 must be approachedoppositelyto"the'wheelWJofthe wheel; axle unit Z shown in the same'fi'gure:

The-body SECHOII 34 of: the: inner rrerailer has an up rightiside'34A, adapted :to liein' thevertical plane of the inner face of the rail head 30t'witlr-its1topsubstantially level withthe bottom of therail head; and to'extend down-' wardrto, and rest .on, the base26iof the; rail; Away from the ran the bottom of :the body section rests on and is supported by thecross ties;-

The body sections are; respectively held against dis-- placement" away from? the: rails bY PlEIiS-likfli anchor members 58: and '6 thenanchor SSseXtending'upWardly from the top of? the side 34A oftth'eib'ody section 34 and then across the' treadiof'theirailrfiti; and the anchor member oil'directlv from' thetop ofthe side 36A- of the body"seetionrlanacross the: tread ofthe'rail 315 Both anchormembers then extend downward and reverse lly. geneath the: oppositev sides of their respective rail.

ea s: regards 'otl' errparts of the-body; and oarts'of the rail;

andhwe-alehgth which-* may he oflthe-naturerofi one;

third'the length ofithe-body. sectionsr;

ward from the top of'thesideMA' to' this level, and

with-therail establi'shes a channelway 34C'(Fig. 1) along theinner side ofthe rail into which the wheel flange is adapted to drop and'by which it is retained and guided; Away from thechannelway the wheel supporting body portion :is 'fl'anked by an upstanding flange.

34D which at the opposite ends ofthe' body section is spaced fromthe rail head'in'excess of the width of the wheel tread and fiange'and converges'firom such ends: into adjacency withthe channelway midway the length of the body section.

The pin connectedapproach section 38 and 40 leading to the body sections 34' and 36 are constructed" for: approach use with either end of their' related body-sew Both aovroachsections havespaced parallel channelways 38]); 38B, 40D; 40E -respectivelyyid theirtions:

top; portions which are separated iby; an-dnterposediwheel Patented. Dec. 21, 1954 These anchor members are relatively thin as"v tread carrier 38F, 40F, and are flanked on their outer sides by flange portions 38G, 406 of tread height. The approach ends of the carriers 38E, 4013 are preferably wedge shaped. One of the two grooves of each approach section is used for rerailing approach from one direction and the other of the grooves for rerailing approach from the opposite direction.

Both the body sections and the approach sections are preferably provided with numerous downwardly extending spurs, 62, which effect embedding engagement with the ties and resist displacement of the sections. Hand holes 64 may be provided to aid in placing and removing the body sections.

The outer rerailer 36 has a substantially level wheel flange supporting body portion 36B the top surface of which is level with and a continuation of the top surface of the side 36A and at the level of the top of the rail 31. Outwardly substantially the width of the wheel tread from the remote vertical surface of the anchor 60 the body portion 368 may be stepped abruptly upward of the nature of the depth of the wheel flange to form a wheel tread supporting portion 36C. At opposite ends of the body section this tread supporting portion, if provided, is recessed to receive the end of the upper of the extending portion 40A of the approach section 40. The portion of the body section remote from the rail is additionally provided with an upwardly extending flange 36D coextensive in length with the b dy section. The rail proximate side of the flange 36D at its opposite ends is spread slightly in excess of the tread width of the wheel from the rail proximate edge of the pivotally attached wheel tread carrier 40F overlying the top portion 363 of the body section, and from its ends converges toward the rail at the center of the body section and is there substantially flush with the rail proximate edge of the body portion 36C.

In the use of the retailers two ties in adjacency to,

but sufliciently in advance of the wheels to be rerailed to allow for installation, are selected, the hook portions 58 and 60 of the body sections 34 and 36 are engaged over the rail heads 30 and 31 respectively and the body sections swung down to seat on the ties with the depending lugs 62 in embedding engagement in the ties. The two approach sections 38 and 40 are brought between the wheels and the proximate ends of the body sections and the projecting ends 38C, 40C of the two approach sections engaged with their respective b dy sections and secured thereto by the pins 42 and 44. The inner approach section groove 38D. furtherest from the rail 30, is moved into alignment with the flange of the wheel between the rails, and the outer approach section groove 40E adjacent the rail 31 is aligned with the flange of the wheel outside the rails.

The wheels are then pushed or pulled into engagement with the approach sections and ride up the approach sections with the wheels flanges following the grooves 38D, 40E, until the flanges engage and ride on the tops of the flange supporting body portions 34B and 36B and the wheel tread of the outer wheel on the tread supportin body portion 36C. As the Wheels are further advanced the flange of the inner wheel engages the flange 34D of the rerailerbody section 34 and is laterally displaced toward the channelway 34C along the rail, and the wheel tread into overlying relation with the top of the rail 30. Concurrently the outer side of the tread of the outer wheel engages the flange 36D of the outer rerailer and is laterally displaced t ward the rail onto which the wheel flange almost immediately rolls. Lateral displacement of both wheels continue until the flange of the wheel between the rails drops into the channelway 34C and the flange of the outer wheel drops inside the rail 31 over which it has ridden and the wheels are again on the rails. Thereafter the approach sections 38 and 40 may be shifted into alignment with additional wheels, and their rerailment proceeded with.

Attention is called to the continuous flange groove or channelway 34C along the rail 30 which permits passage of wheels alreadv on the rails without the necessity of removing the rerailing devices.

It will be understood that the raised wheel tread portion 36C of the outer rerailer 36 may be omitted if desired and the flat, flange supporting surface 36B be widened to the flange 36D and entire reliance for wheel support be placed on such flange supporting surface.

It will further be understood that while obviously the retailers are most advantageously used with rails of some one particular weight and height they may be used with other sizes to which they are not so closely fitted.

It will also be understood that rerailing frogs may be made which involve substantially one half only of the body section and that in such cases the approach sections would require a single groove only in each.

It will further be understood that a pair of single groove approach sections adapted respectively for use "-with opposite ends of the double end body sections might under some conditions advantageously be provided.

I claim:

1. A rerailing device adapted for use with derailed rolling stock having flanged wheels to replace said rolling stock on rails as of a railroad track, said device consisting of a pair of complementary inner and outer assemblies, each said assembly comprising a body section, said body section including an obliquely angled V-shaped channelway disposed substantially level, means for connecting said body section to the head of a rail, and an inclined approach section, said approach section including an upwardly facing channel-shaped guideway having upstanding side flanges adapted for guiding flanged rolling stock wheels, a wheel tread carrier disposed longitudinally of said approach section between said guideway flanges adapted to support the tread of a flanged wheel, said tread carrier being integrally secured to said approach section and being inclined substantially symmetrically therebetween, the elevated end of said tread carrier extending beyond the elevated end of said guideway and being provided with upper and lower end portions vertically spaced apart; said body section at its opposite ends being provided with end portions of reduced depth relative to said body section, said body section end portions being vertically apertured; said approach section end portions being apertured and embracing one of said body section end portions; and a hinge pin removably seated in the apertures of said one body section end portion and of said embracing approach section end portions, to hingedly and detachably connect said approach section to one end of said body section.

2. A rerailing device adapted for use withderailed rolling stock having flanged wheels to replace said rolling stock on rails as of a railroad track, said device consisting of a pair of complementary inner and outer assemblies, each said assembly comprising a body section, said body section including an obliquely angled V-shaped channelway disposed substantially level, means for connecting said body section to a rail, an inclined approach section, said approach sect-ion including an upwardly facing channel-shaped guideway having upstanding side flanges adapted for guiding flanged rolling stock wheels, at wheel-tread carrier disposed longitudinally of said approach section between said guideway flanges adapted to support the tread of a flanged wheel, said tread carrier being integrally secured to said approach section and being inclined substantially symmetrically therewith, the elevated end of said tread carrier extending beyond the elevated end of said guideway and being provided with upper and lower end portions vertically spaced apart; said body section end portions being vertically apertured; said approach section end portions being apertured and embracing one of said body section end portions; and a hinge pin removably seated in the aperture of said one body section end portion and of said embracing approach section end portions, to hingedly and detachably connect sa1d approach section to one end of said body section.

3. A rerailing device adapted for use with derailed rolling stock having flanged wheels to replace said rolling stock on rails as of a railroad track, said device consisting of a pair of complementary inner and outer assemblies, each said assembly comprising a body section, said body section including an obliquely angled V-shaped channelway disposed substantially level, a hook portion integrally connected to said body section including an upper portion adapted to overlie the head of a rail when said device is mounted thereon, said hook portion including a lower flange directed toward said body portion and spaced from said upper portion in excess of the thickness of a rail head; and an inclined approach section, said approach section including an upwardly facing channelshaped guideway having upstanding side flanges adapted for guiding flanged rolling stock wheels, a wheel-tread carrier disposed longitudinally of said approach section between said guideway flanges adapted to support the tread of a flanged wheel, said tread carrier being integrally 6 secureclil to said approlzichflslectionthandhbeinlg inclg'lned Csub; References Cited in the file of this patent stantia y symmetrica y erewi e e evate en 0 said tread carrier extending beyond the elevated end of UNITED STATES PATENTS said guideway and being provided with upper and lower Number Name Date end portions vertically spaced apart; said body section 5 310,520 Jones Jan. 6, 1885 at its opposite ends being provided with end portions of 530,022 De Bose Nov. 27, 1894 reduced depth relative to said body section, said body 607,256 Maroney July 12, 1898 section end portions being vertically apertured; said ap- 1,106,864 Desso Aug. 11, 1914 proach section end portions being apertured and embrac- 1,117,081 Parker Nov. 10, 1914 ing one of said body section end portions; and a hinge 10 1,542,737 Skates June 16, 1925 pin removably seated in the aperture of said one body 1,827,220 Bryant Oct. 13, 1931 section end portion and of said embracing approach sec- 2,429,942 Nordberg Oct. 28, 1947 tion end portions, to hingedly and detachably connect said approach section to one end of said body section. 

